System of steam-driving.



J. F. METTEN.

SYSTEM OF STEAM DRIVING. APPLICATION FILED AUG.4, 1911.

1,047,903, Patented Dec. 17,1912

3 SHEETS-SHEET l.

'IIIIIIIIIII I Y 5 mm w coz J. PD METTEN.

SYSTEM OF STEAM DRIVING.

APPLIOATION FILED AUGA, 1911. v

Pamented Dec.17,1912

3 SHEETS-SHEET 2.

A I d J. P. METTEN.

SYSTEM OF STEAM DRIVING.

APPLIOATIOH FILED AUG. 4, 1911.

1,047,908. Patented Dec. '17, 1912.

3 SHEETSSHEET 3.

W i/bnmo: 3mm

1622p 4 35 p Qttozmuio UNITED STATES PATENTIOFFICE.

JOHN F. METTEN, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE WM. CRAMP & SONS SHIP & ENGINE BUILDING COMPANY, A CORPORATION OF PENNSYLVANIA.

To all whom may concern:

Be it known that I, JOHN F. METTEN, a citizen-of'the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Systems of Steam-Driving, of which the following is a full, clear, and exact specification.

' and arrangement of apparatus so as to efliciently drive shafts or other apparatus with varying speeds and powers and has special reference to steam driven apparatus. Although well adapted for use in the propulsion of ships, it may have other application.

construction of apparatus whereby reciprocating engines and steam turbines may be stances of operation connected in different relations to each other and to the load. It is a further object of the invention to provide improved means for connecting and disconnecting power transmitting shafts;

It will be understood that the reciprocating engines and turbines referred to may be of any suitable type or construction. It is immaterial to this invention whether the turbines are of the reaction or impulse type, are single pressure stage or multipressure stage, have diverging or converging nozzles, or whether they are compounded or not, these'types and features referred to, being based upon the same principles, and the use 45 of one or the other being a mere matter of selection or design according to the circumtobe met as is well known in the art.

Other and ancillary objects of the tion will. appear hereinafter. In the accompanying drawings which illustrate the invention Figure l is a side eleinvenvation of sufficient of a reciprocating engine and a steam turbine to illustrate a means for,

connecting and disconnecting the. same, to-

. Specification of Letters Patent. I

This invention relates. to the construction SYSTEM OF STEAM-DRIVING.

Patented Dec. 17, 1912.

Application filed August 4, 1911. Serial No. 642,301.

gether with such means, the pressure connections. for operating the clutch between the reciprocating engine and turbine bging shown diagrammatically. Fig. 2 is an axial section through the clutch between the recip'rocating engine and the steam turbine in 'F'g. 1. Fig. 3 is a diagram showing anarrangement of turbines and reciprocating engines especially adapted for driving ship propellers. Fig. 4 is a diagram showing a modified arrangement of turbines and a reciprocating engine adapted for ship propulsion. Fig. 5 is a diagram showing still another modification of the arrangement of turbines and reciprocating engine adapted to drive a ship. Fig. 6 is a side elevation of two steam valves and a cock for controlling the fluid pressure to the clutch provided with an interlocking bar for regulating the relative movements of the valves and cock. Fig. 7 is a top plan viewofthe apparatus of Fig. 6, the valve stems and cock spindle being shown in the section taken just above the locking bar, and the parts being shown i in position to lockthe cock spindle, but to leave the valve stem free to be operated. Fig. 8 is an end view of the apparatus shown in Fig. 6, viewed from the left hand end,

the locking bar beingshown in transverse section taken on a line through the axis of the valve. Fig. 9 is a top plan view of the locking bar, showin sections of, the valve stems and cock spin le taken just above the locking bar, and the bar being in-such a position with relation to the spindle and stems thatthe stems are locked a ainst vertical movement while the cock spin le is free to be operated rotatively.

Referring to the drawings, and first to Figs. 1 and 2, a reciprocating engine having cylinders 1, crank shaft 2, and driving rods 3, is supplied 'with steam through a pipe 4, from a boiler or other suitable source. The engine is mounted upon a bed plate 5, which carries bearings 6, 7 and 8 for the crank shaft. The bed-plate also sup portsa bearing 9, for a shaft-section 10. This shaft section. is detachably secured to the engine crank 'shaft by a clutch at one end and at the other end is coupled with the shaft ll'of a steam turbine 12, by means of an articulated'coupling 13.

The clutch for securing the engine crank shaft to'fthe shaft-section comprises a shell or frame 14=, which is bolted to a'fiange on the end of the crank shaft. frame 14 is fitted a head 15 which can slide axially in the frame but is secured against rotation with relation thereto by means of projections or keys 16, on the head which enter slots or key-ways in the frame. The head 15, is attached to the frame by means of a flexible diaphragm built up of thin annular plates 17, of spring metal spaced 7 19 and 20, and are secured to the head and frame respectively so as to form fluid tight joints, by bolts or rivets 21 and 22,. passing through the rings. There is thus formed a fluid tight chamber 23, within the diaphragm and between the frame 14, and the head 15. The diaphragm will permit the head to move axially but will act as a spring tending to move the head into a position where the plates of the diaphragm are parallel to each other. Extending from the frame 14, into the fluid chamber 23, are wings or blades 24, which operate to carry around with the frame, as it is rotated, any fluid which may be within the chamber. Bolted to the frame 14, and spaced therefrom, by a ring 25, is a gib-ring 26. For convenience in assembling, both the gib-ring 26, and the spaclng-ring 25, may be made in halves or otherwise sectioned. Within the gib-ring is a disk 27, which is bolted to a flan e on the shaft-section 10. If fluid undersu cient pressure fills the chamber 23, the head 15, will be forced against'the disk 27 and the latter will be frictionally gripped between the head and the gib-ring and the shafts 2 and 10 will be connected together so that one can drive the other. If now the pressure in the chamber is reduced to a point at which the retractile force of the diaphragm preponderates, the head will be retracted and the disk 27 released. The clutch disk 27 is preferably thin enough so that it will flex into proper engagement with the head and gib-ring and also provided a flexible connection to compensate for any slight inaccuracy in the alinement of bearings.

The fluid for operating the clutch is supplied to the chamber 23 through a hole 28 extending through the crank shaft 2. This fluid may be supplied from any suitable source, but, in order that this source may be reliable the clutch is preferably operated by oil taken from the lubricating system of the apparatus, since this is alwaysin operation. I have therefore shown the clutch as connected with such a source. Oil

is supplied under pressure to the system by Within the to the reciprocating engine.

means of pumps 30 and 31, which, being in duplicate, one may be relied upon in case the other is out of order or both may be operated together. These pumps draw the oil from the tank 32 through the pipe 33 and they may be placed in communication with the pipe 34 or cut ofi therefrom by means of valves 35 and 36 respectively. Connected with the pipe 34 is an air vessel 37 for equalizing the pressure of the oil delivered from that pipe. From the pipe 34 another pipe 38 leads through a reducing valve 39 to an oil cooler 40. Pressure sufficient to operate the clutch is maintained in the pipe 34 and this being toohigh for use on the lubricating system, the reducing valve is provided. From the oil cooler a pipe 41 supplies oil to the different bearings to be lubricated by means of branch pipes as, for. instance, the pipe 42 running to a turbine bearing and pipe 43 running From this latter pipe branches may be run to the various bearings of the engine in a well known manner. The pipe 34 connects. through a two-way cock 44, with the pipe 45 leading to the clutch, the pipe 45 being adapted to be connected by said cock either with the pipe 34 or the lubricating drain pipe 46. The pipe 45 is carried to a point 47 at a higher level than theclutch chamber 23 and is connected with the bore in the end of the engine crank shaft by means of a suitable swivel coupling which will permit rotation of the engine crank shaft. The carrying of the pipe 45 to a point higher than the clutch chamber produces the result that the oil will not drain out of the chamber, only such as is forced out bv pressure leaving the clutch, and the clutch chamber will always remain full. This causes prompt action of the clutch when the pressure is turned on and also permits of an automatic operation, as will be hereinafter referred to. To the drain pipe 46 are connected branch pipes which extend to those points of the apparatus from which it is desired to drain the lubricant, thus the branch 48 drains the oil from a bearing of the turbine while a pipe 49 drains the oil from a receptacle in the bed plate of a reciprocating engine into which the various bearings of that engine discharge the oil.. From the pipe 46 the oil is drained back through a pipe 49 into the tank 32.

The flow of steam to the reciprocating en gine is controlled by a butterfly valve 50, which is connected by a crank arm and piston rod with the piston 51 in the cylinder 52. Above the piston is a spring 53, tending to force the piston downwardly and close the valve 50 so as to shut ofl the steam. The pipe 54 opens into the cylinder'52 beneath the piston and serves to connect that cylinder with the pipe 45, which supplies close, shutting ofi the steam. Conversely,-

the oil under pressure to the clutch and through which the pressure in the clutch is released when the cock44 is turned to conthe pressure will be released and the piston 51 will move downwardly under the influence of the spring 53 and the valve 50 will when pressure is applied to the clutch by turning the cock 44. so as to disconnect thepipe-45' from the. drain pipe and connect it with the pressure pipe 34, pressure willbe exerted upon the piston 51 which will move upwardly againstthespring 53 .and open the valve. It thus appears that steam'can only be admitted tothe engine when pressure is applied to the clutch to engage it and if'the' pressure is released or for any reason the pressure upon the clutch fails so that it becomes disengaged, the steam will automatically be cut off from the engine.

The articulated coupling 13 between the shaft section 10 and the shaft of the steam turbine 12 comprises, as shown, a flange Y upon each of the" adjacent shaft'ends,one of said flanges havingprojections 55 which extend into grooves mthe other flange. This permits a certain amount of relative longitudinal movement of the shaft and allows for independent expansion of the turbine shaft.

Collars 56 and 57 fixed u on the clutch shaft 10 are one upon each si e of the bearing 9 and serveto maintain the correctposition of the. clutch disk/relative to the riving clutch member which is bolted direct to a flange on theend of the engine crank shaft.

With the cock 44 in the osition as shown in Fig. 1, steam will he s ut-ofi from the reciprocating engine and the clutch parts will be in theposition's as shown in Fig. 2. If new it be desired to start up thereciproeating engine and utilize its driving power,

thefco ck 44 will be turned to connect. the pressure pipe 34 with the chamber 23 of the clutch through the pipe 45 and the bore in the crank shaft'of the engine which opens into the chamber 23. Pressure being thus applied to the head 15, this head will be. moved toward the disk 27 and against the tension of the built up diaphragm. The disk 27 will thus be gripped between the head 15 and the gibring 26. It will be observed by this arrangement that the friction available for driving the disk is double the thrust exerted on the head on account of the two surfaces of the disk being subjected to the load. The keyand slot arrangement between the frame'14 and the head 15 serves to transmit the driving force from the frame to the head, thus relieving the diaphragm ofanytorsional load. It will be seen that under these conditions the engine crank shaft-is securely clutched with'the shaft section 10 and therethrough to the turbine shaft. It now, a should be desired to release the clutch to disconnect the engine, the cook 44 would be turned into the position as shown in Fig. 1 when the pipe 45 would be connected with-the drain pipe 46 and the pressure in the clutch chamber 23 would be released. As the pressure is reduced below the tension exerted upon the head 15 by the built up diaphragm, that tension will. draw the head away from the disk 27, thereby releasing it. At .the same time the valve 50 closesjand shuts oif the supply of steam to the engine. f

While automatic means-connected with the valve 50 is provided for cutting off the steam whenever there is notsuflicient pres-. sure on the clutch to throw it into engagement, if it should happen because of derangement of the apparatus or some other reason that steam were applied to the reciprocating engine while it was unclutched, the engine, having no load, might attain a speed far beyond that allowable for it. The.

clutch act's, however, to auto'matically'operate to clutch and connect the engine to the load (thereby preventing an excessive speed) in the followin way: As hereinbefore re-' ferred to, the 'c utch is always maintained vfull of oil whether it is in engaged or dis engaged position. Therefore, at any time when the engine crank shaft (with which revolves the oil chamber 23) exceeds a certain speed, the oil, which is rotated with the chamber by means of the wings 24, moves 5 outwardly under centrifugal force thereby creating a pressure between the head 15 and the frame 14. This causes the head to move shaft is clutched to the load. When the engine' is run at normal speed any pressure between theframe 14 and the head 15 due to.

the centrifugal action of the oil in the clutch is insuflicient to overcome theretractile force of the built up diaphragm and the clutch remains disengaged unless it is connected with a source of fluid pressure, as, for in-. stance, the pressure pipe 34.

The apparatus of Fig. 3, as before stated, I

is adapted for use in propelling ships, when the propellers would be mounted on the center shaft (1 and wingw'shafts b and 0. Se-

cured to the shaft a so as to drive the same,

isa high pressure turbine d. Similarly secured to the shaft b is a forward turbine d", adapted for ahead propulsion, and the astern turbine e, adapted for backward propulsion. T ese forward and astern turbines 'may be combined to form substantially a single structure as indicated in thedraw ,ing or they may besep arate structures. p

reciprocating "engine 1 of any suitable type or construction is adapted to be clutched to the turbine shaft and therethrough to the propeller shaft by a clutch g. This clutch may be of the construction, and the apparatus may be arranged and Operated, as described in connection with Figs. 1 and 2. Also the shaft 0 is connected with forward and astern turbines h and i and a reciprocating engine is is provided which may be clutched to the turbine shaft by a clutch Z, the construction and arrangement of the apparatus for shaft 0 being the same as that for shaft 6. In both cases the arrangement shows the astern turbines are high pressure and the forward turbines are low pressure. The apparatus may be supplied with steam asfollows: Steam is supplied from a boiler or other suitable source through pipes m and'n to the pipe 0. From pipe 0' a steam pipe p controlled by a valve 9 may supply high pressure steam to the astern turbine of wing shaft 5. Similarly a pipe 1- controlled by a valves may supply steam to the astern turbine of wing shaft 0. Also steam pipes t and u, controlled by valves 1) and 'w serve to convey high pressure steam to the reciprocating engines f and la respectively. The

engines f and 7c exhaust through the pipes a: and y respectively into the high pressure turbine 03, there being check valves 2 and 2 in these pipes to prevent flow of the steam from the turbine into the reciprocating engines, but permitting flow in the reverse direct-ion. The exhaust of the turbine 4) is supplied to the forward turbines on the wing shafts by means of pipes a and b. The

fluid pressure for operating the clutches between the reciprocating engine and turbine for each Wing shaft is indicated by the pipes 45, 45' controlled by the cocks 44, 44. The manner of operation of these cocks and the manner of admission and release of pressure from the clutch has been described in connection with Figs. 1 and 2. High pressure steam from the boilers may be supplied to the turbine d by means of a pipe 0 controlled by a valve d. At low power the steam is admitted to the reciprocating en- 'gine through the pipes 25 and u, the valve 01 being closed so as to shut off steam from passing therethrough to the turbine d. The exhaust steam from the reciprocating engine passes to the turbine d whence it is exhausted through the pipes aand 6 into the for ward turbines'upon the wing shafts b and 0. During the operation just described the clutches between the turbines and reciproeating engines on the wing shafts are in engagement so that both turbines and reciprocating engines are connected in driving relation to the load. At .full power the clutches between the turbines and reciproeating engines are released, thus disconnecting t e reciprocating engines from the load.

The valves 4) and w should be closed to shut off steam from the reciprocating engine, and

shaft is interlocked with the valves contro ling the admission of steam directly to the turbines either for ahead or astern so that pressure cannot be applied to the clutch so as ;to connect the reciprocating engines to the turbine shafts unless these valves are closed. An apparatus suitable for so inter: locking the valves and cock is illustrated in Figs. 6, 7, 8 and.9. The valves and cock shown in these figures may be assumed to'be the valves 9 and d and the cock 44 of'Fig. 3. It will be seen that the stems 58 and 59 of the valves and the spindle 60 of the cock pass through'holes'fil, 62 and 63 in a bar 64. It will be observed that the side of the cock spindle is, flattened where it passes through the bar 64, and that each valve stem is .provided with a collar 70 so located that. the length of stem between the collar 70 and the valve yoke 7l when the valve is closed is slightly in excess of the thickness of bar 64. It will be further observed that each hole in the bar has an enlarged portion,

which will permit the necessary partial turning of the cock spindle and also permit the collars on the valve stems to ass throu h when .the valves are opened, a so each ho e has a narrow portion with parallel sides, within which the flat sides of the cock spindle will be prevented from turning, and

in the case of the valves will prevent the collars passing upwardly through and consequently prevent the valves from being opened. If the bar is at the left as shown in Fig. 9 of the drawings the valves 9 and (2 will be closed and the spindle of the cock can be turned to apply the clutch. When it has been so turned, however, it can not enter the narrow portion of the hole 63 so that the bar cannot be moved to the right and therefore the valves 9 and d are locked closed. When however the cock is turned to release the clutch it may enter the narrow portionof the hole 63. The bar 64 may then be moved to the right when the collars of the valves may enter the enlarged portions of the holes 61 and 62. They may then be turned to open the valves 9 and d and supply pressure to the ahead turbines.

Referring to Fig. 4, of the drawings, a modified arrangement'of turbines and reciprocating engines is shown which is also memos adapted for the propulsion of ships. In this arrangement low pressure forward turbines and high pressure reverse turbines are connected to the Wing shafts b and while to the center shaft a" is secured a high pressure turbine d. Thearrangement thus far is the same'as that of Fig. 3, but instead of having a reciprocatingengine for each wing shaft there is one reciprocating engine e for the center shaft which is adapted to be connected and disconnected to and from the load by the clutch f of the same construction and operation as that of Figs. '1 and 2.

Steam is brought from the boilers by a pipe g". The admission of this steam to the astern turbines being controlled by valves h" and 2'. The admission of the steam to the reciprocating engine is controlled by a valve 70 and is adapted to exhaust into the tairbine d. which in turn exhausts into the forward turbines on the wing shafts in the same manner as described in connection with Fig. 3. The pressure pipe for the clutch is controlled by the cock 44" as described in connection with Figs. 1 and 2. The high pressure steam from the boiler may be admitted to the turbine (11" through a pipe Z" controlled by a valve m. The valve m may be interlocked with the cock 44 in a manner similar to that described for interlocking the valves and cook of the apparatus of Fig. 3 so that the pressure cannot be applied to the clutch unless the throttie for the turbine d1, is closed. A check valve n" permits the flow of the exhaust steam from the reciprocating engine to the turbine d'., but preventsv a reverse flow.

To operateat low speed steam is admitted to the reciprocating engine .whence it exhausts to the turbine d" which in turn 'exhausts into the turbines on the wing shafts.

At full speed steam is shut oif from the reciprocating engine, and boiler steam is admitted direct to the turbine d" which continues to exhaust through the turbines on the wing shafts. To drive the vessel astern the clutch remains disengaged and all the valves are closed except the valves h" and i" through which boiler 'steam'is admitted to the astern turbines on the wing shafts.

In Fig. 5 is shown a modification in which a twin screw arrangement is employed. Upon each ofv the propeller shafts a' and b is mounted a forward turbine and an astern turbine. There is also a reciprocating engine for each shaft. Taking thecaseof the shaft a it has a forward turbine a and 'ah'astern turbine d". Also a reciprocating engine 0'' is adapted to be connected by a detachable clutch f' of the construction and operation as shown in Figs. 1 and 2 and described in connection therewith. 44"

represents the cock controlling this'clutch. Steam is supplied from the boilers by pipes 9" and k'. Steam is admitted to the astern turbine d' through the valve 11"- vSteam is admitted to the reciprocating en gine through the valve which exhausts into the forward turbine 0" through-a check Valve 2" which prevents the reverse flow of steam. The turbine 0' may ajlsobe supplied III with boiler steam through the valve m The apparatus for the shaft. 6" is a "duplicate of that just described for the shaft a'. At low power the reciprocating engines will be clutched to the turbine shafts, the cooks controlling the clutches being in positionto admit pressure tothe clutches while the valves controlling the admission of steam 'to the reciprocating engines will be open. All

of the other valves will be then-closed. To

operate at full power the valves controlling the admission of steam to the reciprocating engine will be closed, and the valves admitting boiler steam to the forward turbines will be open, the remaining valves being closed. Also the cooks controlling the clutches will be turned to release the presahead and astern turbines are closed.

While I have illustrated the invention in several of its best applications it will be understood that various changes and modifications may be made in the apparatus shown in the drawings without departing from the spirit of the invention. The invention is not therefore limited to the structures shown in the drawings.

What I claim is:'

' 1. The combination with" a reciprocating steam engine, of a steam turbine, and a clutch for connecting the shafts of said engine and turbine. said clutch being adapted to be automatically operated to connect said shafts in driving relation upon the occur-- rence of predetermined operating conditions.

2. The -combin'aticin with a reciprocating steam. engineof a steam turbine and a clutch for connecting the shafts at said engine and turbine, said clutch being adapted to be automatically operated to connect said shafts in driving relation upon the occurrence of predetermined operating conditions. and means for operating said clutch at will.

3. The combination with an elastic fluidturbine of an elastic fluid reciprocating engme, driving means for detachably connecting the shafts of said'turbine and engine,

and means interposed between said turbine and engine for providing clearance for the expansion of the connected shafts.

4. The combination with an elastic fluid turbine, of an elastic fluid reciprocating'engine, driving means for detachably connect-ing the shafts of said turbine and engine, and means interposed between the aforesaid means and said turbine for providing clearance for expansion of theturbine shaft.

5. The combination with an elastic fluid turbine of an elastic fluid reciprocating engine,a clutch having one member secured to the shaft of said engine, a shaft section to which the other member of said clutch is secured, and a coupling connecting said shaft section with the shaft of said turbine.

6. The combination with an elasticfluid turbine of an elastic fluid reciprocating engine, a'clutch having one member secured to the shaft of said engine, a shaft section to which the other member of said clutch is secured, a coupling connecting said shaft.

' secured, a coupling connecting said shaft close said clutch to connect said engine to section with the shaft of said turbine and a journal bearing in which said shaft section rotates.

8. The combination with an elastic fluid turbine adapted to drive a load, of an elastic;

fluid reciprocating engine, a lubricating oil system. a clutch adapted to connect said engine with said load. and means for operating said clutch with oil from said system.

9. The combination with an elastic fluid reciprocating engine, of an elastic fluid turbine adapted to drive a load, a fluid operated clutch adapted to connect said engine with said load and means for preventing the drainageof the fluid from said clutch when the clutch is in'released position.

10. The combination with an elastic fluid turbine adapted to drive a load, of an elastic fluid reciprocating engine and a clutch adapted to be automatically operated to connect said engine with said load when the speed of said engine exceeds a predetermined limit.

11. The combination with an elastic fluid turbine adapted to drive a load, of an elastic fluid reciprocating engine, a fluid operated clutch adapted to connect said engine with said load, the centrifugal action of the fluid of said clutch operating to said load when the speed of said engine exceeds a predetermined'dimit.

12. The combination with an elastic fluid turbine adapted to drive a load, of an elasmeans for detachably connecting said tic fluid reciprocating engine, anda fluid operated clutch for connecting said engine with said load, the shaft of said reciprocatengine in driving relation to said load, and

means operating automatically in accordance with the condition of said clutch to control the supply of steam to said engine.

14. In a steam driving system, the com bination with a steam turbine connected to drive a load, of a reciprocating steam engine adapted to be connected to and disconnected from said load and means for automatically preventing the disconnection of said engine from resulting in a speed exceeding a certain limit.

15. In a steam driving system for ships,

the combination with an ahead steam 16. Ina steam driving system, the com-- bination with a steam turbine adapted to drive a load, of a reciprocating steam engine, means for detachably connecting said engine with said load, means for admitting high pressure steam to said engine, means for admitting high pressure steam to said turbine, and interlocking means for preventing the admission of high pressure steam to said turbine when said connecting means is in connecting condition.

17. In a steam driving system for ships,

the combination with a reverse steam turbine of an ahead reciprocating engine, means for detachably connecting said engine with the load, means for controlling the admission of high pressure steam to said turbine and interlocking meansfor preventing the admissionof high pressure steam to said turbine unless said detachable connecting means isin disconnected condition.

18. In a steam driving system for ships,

the combination with a reverse steam turbine of an ahead reciprocating engine,

engine with the load, means for controlling the admission of steam to said turbine and interlocking means for preventing the admis- $1011 of steam to said turbine unless said detachable connecting means is in disconnected condition.

a 19. In a steam ship, the combination with members held in driving relation by fric tional engagement, fluid operating means for said clutch, means for supplying steam to said engine, means for exhausting the steam from said engine directly into the ahead turbine, said engine and turbine utilizing the entire expansion of the steam,

means for supplying steam to the astern from the 'asternturbine. a

- 20. In asteam driving system, the 'c0m-- bination with a steam turbine connected to drive'a load, of a reciprocating steamengine, a fluid operated clutch for detachably connecting said engine in driving relation to said load, and means for automatically shutting off the supply of steam from said engine when the clutch operating fluid falls below a predetermined pressure;

' In testimony whereof, I afiix my signature,- in presence of two witnesses.

' JOHN 'F. METTEN. Witnesses:

ISAAC ARRo'r'r,

ROLAND L. HOWE.

turbine and means for exhausting the steam 

